1st day of hood work

troopernflight

troopernflight

Well-Known Member
So I am working on my PPL, and did some hood work for the 1st time today. It's amazing how your body gives you mixed signals on what the aircraft is doing when flying on instruments. I got the sensation that the airplance was rapidly yawing, and almost spinning right around the vertical axis! I've flown instruments on the flight sim many times, but it's a lot different when you feel the forces. It shows the importance of trusting those instruments, even when you feel like the plane is doing something else. But is was very fun. I can't wait to start working on my instrument rating!
 
Yup hood work is definitely interesting. Once you get into instrument training it quickly gets old though. Sucks when you can't look outside to see the awesome sunset. I wish I could train in actual and get some real experience rather then the hood but it's just too cold to go into the purrty puffy clouds. :drool:

Always trust the instruments, but never trust that darned attitude indicator. :buck:
 
Hood work is always fun.....dont expect perfection the 1st time and or even 2nd... its a whole new world for a private visual pilot to be told they have to base everything on instruments.... See if your CFI will take you up into actual! I highly recommend it! Whole new world in IMC...
 
meyers9163 said:
Hood work is always fun.....dont expect perfection the 1st time and or even 2nd... its a whole new world for a private visual pilot to be told they have to base everything on instruments.... See if your CFI will take you up into actual! I highly recommend it! Whole new world in IMC...
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I would definitely like to go up into some IMC, but I'm training in a DA20 which is made of carbon-fiber reinforced plastic. It has all the required equipment for IFR flight, but because it can't withstand a lightning strike it isn't certified to fly into IMC. I guess I will eventually have to convert over to a Cessna or Piper to do my instrument training.
 
I did my PPL in a DA-20, hood work is funny, Just wait til you jump into a DA-40 or IFR plane and fly IMC.. Its great .
 
troopernflight said:
I would definitely like to go up into some IMC, but I'm training in a DA20 which is made of carbon-fiber reinforced plastic. It has all the required equipment for IFR flight, but because it can't withstand a lightning strike it isn't certified to fly into IMC. I guess I will eventually have to convert over to a Cessna or Piper to do my instrument training.
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Ah if I would just look at your avatar! haha darn it!

What airport are you flying out of there in Greenville? GSP?
 
ZachH said:
I did my PPL in a DA-20, hood work is funny, Just wait til you jump into a DA-40 or IFR plane and fly IMC.. Its great .
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Yup, the DA-40 will be coming up, when I get into my complex training. It will be interesting to work with the G1000.
 
Yah the G1000 is great, i have 50 +hours hood time and 5 + hours in imc in DA-40 G1000, how much more you have left on your PPL ?
 
ZachH said:
Yah the G1000 is great, i have 50 +hours hood time and 5 + hours in imc in DA-40 G1000, how much more you have left on your PPL ?
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I'm in the 141 program and I'm 6 hours in. So I have a ways to go. If things progress smoothly, I should have my PPL by the end of May. I was taking 1 lesson a week, but I'm going to start taking 3 per week. I've found that it's hard to remember everything when you go a week between lessons.
 
troopernflight said:
I'm in the 141 program and I'm 6 hours in. So I have a ways to go. If things progress smoothly, I should have my PPL by the end of May. I was taking 1 lesson a week, but I'm going to start taking 3 per week. I've found that it's hard to remember everything when you go a week between lessons.
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You have a lot of great flying head of you, Let us know when you solo !!! I would try and get the written out of the way ASAP !!!! Yeah i have gone a week or more in the last three months and its sucks, and hard to remember... Good luck and just PM me if you need anything or have questions.
 
troopernflight said:
I would definitely like to go up into some IMC, but I'm training in a DA20 which is made of carbon-fiber reinforced plastic. It has all the required equipment for IFR flight, but because it can't withstand a lightning strike it isn't certified to fly into IMC. I guess I will eventually have to convert over to a Cessna or Piper to do my instrument training.
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umm dude... were not asking you to fly through hook echo's and squall lines to get actual :yup: All were saying is find a day where its overcast, and the ceilings are around 1000ft AGL ... Find out where the cloud tops are, and where the base is, and how big if an area are your clouds covering... then choose your altitude and destination from there. :) . BTW, Part 141 students only need 3 hours of Actual/Simulated IMC conditions...

troopernflight said:
Yup, the DA-40 will be coming up, when I get into my complex training. It will be interesting to work with the G1000.
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Speaking of complex training....which is in your Commercial license. It's actually very easy. You could probably learn it now actually. In a Cessna all it is is making sure you know how to pump the gear down, when to put up the landing gear, and what power settings to use with the constant-speed prop. Very easy stuff.

Anyway, the reason I quoted this is because I wanted to ask you. Does your school offer a Instrument/Commercial class combined? The way that my school (and I did ALL my training Part 141 as well) did it for me was after I did my instrument written test all I had to do was keep fresh on the approaches so when I went up to fly we actually ended up practicing Commercial maneuvers, and then shooting 1 approach into the nearest airport, and then shooting another approach back into our airport our school is at. It saves time, money, and you can keep yourself current on how to shoot approaches while at the same time learning Commercial maneuvers. Then about 2-3 weeks later I was almost ready for my Commercial written, but I still hadn't done my Instrument Oral or APR (checkride) yet!!! So, I did my instrument oral/checkride at the same time and finished that. Then about 1 week after my Instrument oral/checkride I took my Commercial written and got a smoking 98% on it. 2 weeks after that I was ready for my Commercial checkride.

If your school offers that, and you bust your balls and study your brains out, trust me man your Instrument SHOULD NATURALLY take the longest to do because theres A LOT to know for Instrument. IFR will either kill you (literally) or make you a great pilot. There is no "it was an ok flight." It's either your on your game or your not. Your Commercial license should take about the same time that your Private does...maybe a couple weeks longer but not too bad honestly. Commercial is a glorified PPL... :rawk: Then, after that your ready for the CFI stuff!!! (and the dreaded PTA's...ick...)
 
HighFlyingIL said:
Anyway, the reason I quoted this is because I wanted to ask you. Does your school offer a Instrument/Commercial class combined? The way that my school (and I did ALL my training Part 141 as well) did it for me was after I did my instrument written test all I had to do was keep fresh on the approaches so when I went up to fly we actually ended up practicing Commercial maneuvers, and then shooting 1 approach into the nearest airport, and then shooting another approach back into our airport our school is at. It saves time, money, and you can keep yourself current on how to shoot approaches while at the same time learning Commercial maneuvers. Then about 2-3 weeks later I was almost ready for my Commercial written, but I still hadn't done my Instrument Oral or APR (checkride) yet!!! So, I did my instrument oral/checkride at the same time and finished that. Then about 1 week after my Instrument oral/checkride I took my Commercial written and got a smoking 98% on it. 2 weeks after that I was ready for my Commercial checkride.

If your school offers that, and you bust your balls and study your brains out, trust me man your Instrument SHOULD NATURALLY take the longest to do because theres A LOT to know for Instrument. IFR will either kill you (literally) or make you a great pilot. There is no "it was an ok flight." It's either your on your game or your not. Your Commercial license should take about the same time that your Private does...maybe a couple weeks longer but not too bad honestly. Commercial is a glorified PPL... :rawk: Then, after that your ready for the CFI stuff!!! (and the dreaded PTA's...ick...)
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Yes, the school does allow you to work on commercial stuff while earning your instrument. It's more of a self-paced program. When you are ready, you move on. Some people take a little longer than others. But if you are very self applied and motivated, you can get through pretty quick. I'd like to finish it all in 190 (wishful thinking), but I want to do some instructing afterwards so I would need to get to 250 anyways in order to get my CFI. I don't plan on trying to find a job at 190. In reference to what you said about the instrument, that's what I've heard about it being the toughest part. I'm just trying to study and get ahead of the game as quickly as possible. Thanks for the input.
 
Speaking of 141, if you want to have a lot of fun, you should see if they have a combined checkride :) My 141 does ir/cax together in the same Training Course Outline which culminates in a 4hr oral and a 4hr flight. On the plus side, everything is done in one day!

Although does anyone know why my IR ticket date-of-issue was my test date, but my CA DOI was one month later?
 
troopernflight said:
Yes, the school does allow you to work on commercial stuff while earning your instrument. It's more of a self-paced program. When you are ready, you move on. Some people take a little longer than others. But if you are very self applied and motivated, you can get through pretty quick. I'd like to finish it all in 190 (wishful thinking), but I want to do some instructing afterwards so I would need to get to 250 anyways in order to get my CFI. I don't plan on trying to find a job at 190. In reference to what you said about the instrument, that's what I've heard about it being the toughest part. I'm just trying to study and get ahead of the game as quickly as possible. Thanks for the input.
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For your Commercial license you can not include the time that you did your private pilot in. The only time that counts is your Instrument time (because its an add-on rating) and the time building in your commercial license which is why Commercial licensing is so expensive. Your commercial for Part 141 consists of:

FAR Appendix D to Part 141 (page 438 in the FAR/AIM)

Each approved course must include at least the following flight training, as provided in this section and section No. 5 of this appendix, on the approved areas of operation listed in paragraph (d) of this section that are appropriate to the aircraft category and calss rating for which the course applies:
(1) : 120 hours of training if the course is for an airplane or powered-lift rating.

55 hours of flight instruction from a CFI

5 hours of Instrument (excluded from your Instrument rating)

10 hours of training in a SEL airplane that has a retractible landing gear, flaps, and a controllable speed propeller OR is turbine powered

1 cross country flight in a SEL plane at least 2 hour duration, a total straight-line distance of at least 100nm from the original point of departure, and occuring in a DAY VFR conditions

1 cross country flight in a SEL plane at least 2 hour duration, a total straight-line distance of at least 100nm from the original point of departure, and occuring in a NIGHT VFR conditions, AND 3 hours in a SEL in preparation for the practical test within 60 days preceding the date of the test.

1 cross country flight with landings at a minimum of 3 points and one segment of the flight consisting of straight line distance of at least 250nm; and 5 hours of night VFR with 10 takeoffs and 10 landings (with each landing involving a flight with a traffic pattern).

I think total it takes ABOUT 198 hours to get your Commercial license...

Now, to get your CFI you need I believe 250 hours total before you step to the DE/FAA...

Everything I just said can be found in FAR Section 141. Page 432-450.
 
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